Locomotive.



G- R.. HBNDERSUN.

LoooMoTIv.

APPLICATION FILED DHC. l1, 191'3.

l lli OFFICE.

meoiiiorivs.

isi-Middelie i *reicetim f Patent- Petented J une 1G, 1914..

' `Serial No. 806,004.

To all whom it may' 00m-em:

it'lniioivn that if.. Gnoien; son". e citizen theUnited Stat, n in 'hilzidclphizn Pennsylvmiie, have in Werd frame is a high pressure cylinder 7. ved certain linproveniei'its in Locomotives, lhe second freine has a, 10W pressure cyloi" wl'iicli the iiolnn-ing` i spa ieder S which receives steam from the high 60 My invention relates to pressure eflinder On the third frame ments in loceniotiv s oi" the i" is a. high. pressure Cylinder 97 and on the fz'.. e., the type in unich nui ibe locomotive passes around a curve. In 55 A present instance, each frame hasrits own driving; `Wheels 6, and mounted on the forsul'iport the boiler and. in the ircscln. receiving team from the cylindei1 9. The

stance, the tender. The iFrames conboiler 11 ci the locomotive, in the present 65 nested by ioinis so as to freely ziccoinmoinstance, is :nadeln tivo sections l2 and 13.

date 'llicinsclves to the curves ci: the track.. The forward section 1Q. of 'the boiler is the boiler having; :in articulated :joint ivi cl. rigidly mounted on the forward frame 1 15 will allow ne section of the boiler to as and overhengs the 'second frame 2, and on suine :in angle vvilh rcspec to the other seothis frame isa support 14 on which slides 70 tion.. l A the oyerhanging portion ofthe boiler. The

@ne object of my invention to con rein' section 13 of the boiler` is rigidly sup- Simct a, ocmmiye of this; Wpc so" that the ported on the thirdfreme 3 and overhangs two boiler .stione will be i L endent. the `the second irme 2 andslides on the supstefinil from one setion being used te drive port l5 on the said Second frame. The 'tWO 75 half of 'the locomotive and tie steen. from sections of the boiler are connected by e the other section beings; usec'i to drive the iiexible joint 16 of thetype fully set forth A other haii iz the locomotive. and claimed in A.the PatentI No. M2323, dfinohei: object oi' the invention to ineke granted to S. M. Vauclain on the 13th dey duzidruplex locoinoii in which the boiler oi Februery. 1909, so that While Lie ses` 80 sections ere r: idly moi ered on two ifi-:unes tions, With their frames, are free to move end ire arrengef f' i rally on an in independently, they nre connected one to tcrniediate ifi-sn may ce termed e the other. in the rear section of the boiler im truck, while the i .une will support the .is the fire box 17 and between theft-Wo sectender. tions is the secondary combustion chamber 85 i further object ei? i' vention is te 16a. it the forward end of the first section create a 'forced (irait the boiler tubes by the smoke nox 18 having a stack 19. ineens of u motor driver. fan located in the Q0 are the rear tubes of the boiler secured smoke boi: of the boiler. io the tube sheets in the ordinary manner.

A still further object of the invention i9 These tubes are less in length than the fire 90 to locate the engineerls ccb the #Werd box 17 so that When it is necessary to reend4 of the locomotive end 'the iireinanh move the tubes they can be removed eeh et the rear end of the boiler. through the :iire box, rendering it unnecese0 ln the accompanying drawings: Figure to uncouple the two sections ofthe l is av side View orn m57 irriproved locomotive boiler when the rear tubes of the boiler have.` 9.5

which is shown, in thc present instance. to be repaired or replaced. mede in four sections, erich sectioiibeing` 2i ere the tubesof the forward section independently driven. Fig'. 9. is :i plan. View of the boiler mountedl in suitable tube sheets.

of i, showing the locomotive passing The rear tube sheet of this section forms the around e curve; f is a. longitudinal trent 'Well of the secondary combustion 100 sectional view of the forward end of the chsnnbcr. While the fdrivard tubesheetforms locomotive boiler; and Figi.. Li ie e. long-:i the rear Well of the smoke boX. The contndinnl sectional view of the rear end of the struction of the boiler is fully set forth and .50 locomotive boiler. claimed in e companion application for patleferring 'te the drel l., 2 3, and il, ,ent l'iled by me December 11th,' 1913, under 105 in 'the present iz 1 i. the onr henies Serial lio. 8065005. piveted together by eny xcible 'joints et The rear frame, li supports the tender 22.

5 setlist the will articulate es At the ire box end of the boiler is the comotive, he has an unobstructed view, re-

gardlcss of curves, smoke, or any leaks in the steam pipe, which would tend toblur his vision should he be located at the rear' of the boiler. A speaking tube with proper whistles and indicators may be arranged so that orders can be transmitted from the enspace.

gineer to the fireman, when necessary.

The two sections of the boiler are entirely independent as regards' the steam There is no steam connection be- 'tween the two sections of the boiler, but the products of `combustion pass through the tubes of each section into the stack and these tubes may be of different sizes, as shown in the drawings, depending somewhat uponthe character of the fuel used.

' In order to create a sutlicient draft in the boiler, I provide a fan 25, driven by a` motor 26, in the present instance, of the steam yturbine' type, so as to cause a draft through vthe tubes,.the fan delivering air to the stack, and I preferably arrange a diaphragm Q7 directly back of the fan so as to cause all ofthe products of combustion to be Vdrawn to the intake of the fan. I preferably mount the fan and the engine on rails 28 so that when the cap 29 the end of the smoke box is removed, the motor and the fan can be' withdrawn, and the diaphragm removed so that the tubes of the forward section can be withdrawn through the forward end of .the section, although in some instances it may not be necessary to remove the diaphragmpin order to remove the tubes that are in line with the opening therein. rl`he steam turbine can be regulated by hand` or automatically, to maintain the necessary draft'in the boiler` w I have not shown a. superheater connected with any section,.but superheaters of any suitable type may be used, if desired.

The sand box can be located at any suitable point on the locomotive and mechanical stakers, or other mechanism, may be used which may be essential to the operation of 4the locomotive, but which are not shown in` order to avoid confusion.

lt will be seen that each section of the boiler. is comparatively short so that there will be less fluctuation in the height of water and less danger of exposing the crown sheet of the fire box when running down i grade than if the'boiler sections were connected by steam and water pipes. In fact, the variation of the water lever would be no greater than that. of an ordinary locomotive. There are n o articulated joints carrying either high or low pressure steam or injection water, as eaih section may be fed 4by separate injectors obtaining water from the tender by means of hose connections in `the ordinary way at the different points of valve 34, steam pipe 35, to the valve chamber ofthe high pressure cylinder 9, and from this cylinder through the pipe or receiver 36 to the valve chamber of the low pressure cylinder l0. The exhaust from this cylinder will pass through the pipe 37 to the exhaust pipe 28 at the rear of the tender to the atmosphere, or it may be used wholly, or in part, to heat the water 'in the tender. lin some instances, where a'second tender is used, it may be a driven tender and part of the steam from the high pressure cylinder may pass to the valve chamber of the low pressure cylinder 10 and part to the valve chamber of the low pressure cylinder on the frame of the' second tender. v This tender may be used where a greater capacity for coal and water is required. The rear tender, in this'instance, may carry the water and the sectionnext to the engine mayI carry the coal, if coal is used as the fuel.

By this construction, I obtain the maximum amount of tractive force generated by a single unit operated by a single crew with a minimum of dead weight. A further advantage of this construction is that the overhang of the boiler in passing around curves is very small, as each section of the boiler is comparatively short, and, consequently, the lateral displacement in passing around a 'curve is insignificant.

As remarked above. the water in the boiler of short sections will have less fluctuation in height. As one boiler section is entirely independent of the other with regards steam, there are no high pressure joints which are a constant annoyance in this type of locomotive.

The locomotive is operated by means of throttle and reverse levers located in the cab of the locomotive, as illustrated by dotted lines, Fig. 3. and connected to the throtthe rigging of the two engines, so that both valves will operate simultaneously. The same thing holds true with regards the power reverse gears. Each of these gears is arranged to operate the valve motion on the two articulated sections.

l claim:

l. The combination iu a locomotive, of a series of frames; a cylinder on eachlframef driving Wheels supportingthe frames so that each frame is independently driven; a

so that each frame is independently driven;

and a boiler extending over the three frames and ieribly connected,`the forward section of the boiler being rigidly mounted on the forward frame, the rear section being rigidly mounted on the rear frame, both sections overhanging the intermediate frame; said frame having slides for supporting the overhanging portion of the boiler.

3. The combination in a locomotive, of three frames; each frame having its own driving mechanism; a boiler extending over the three frames, said boiler being made in two sections flexibly connected, each section having an independent boiler section With flue tubes, the Hue tubes being connected by an intermediate combustion chamber at the fiexible joint; steam pipes leading from the front section of' the boiler to the driving mechanism lat the forward engine; and steam pipes connecting the rear section of the boiler With the driving mechanism `of the rear frame, the driving mechanism of the intermediate section receiving steam from either one of the other driving mechanisms.

4. The combination ina locomotive; vof

four frames: driving Wheels supportingl each of said frames; a two-part boiler extending over three of the frames; a tender supported by the fourth frame; high pres-v sure cylinders on the `forward frame; high pressure cylinders on the third frame; low pressure cylinders on the second frame and low pressure cylinders on the fourth frame; a steam pipe leading from the forward section of the boiler to the. high pressure cylinders onthe first frame; a pipe leading from the' exhaust sidelof the high pressure cylinders to the low pressure cylinders of y the second frame; a steam pipe' leading from the rear section of the boiler, tb the high pressure cylinders on the third frame; and a pipe connectiu g the exhaust side of said cylv:inders with the low pressurecylindersof the rear frame carrying the tender.

5. The combination in a locomot1ve','of

four frames; Adriving Wheels supporting CMR each of said frames; a two-part boiler extending'over three of the frames; atendersupported by the fourth frame at the rear of the locomotive; high pressure cylinders Von the forward frame; high pressure cylinders on the third frame; low pressure cylinders on the second frame; low pressure cylinders on the fourth frame; a steam pipe leading from the forward-,section of the boiler to the high pressure cylinders on the iirstframe; apipe' leading from the high pressure cylinders to the low pressure cylinders `on the second frame; a steam pipe leading from the rear section of the boiler to the high pressure .cylinders on the third frame; a pipe leading from the said last' mentioned high pressure cylinders to the f low pressure cylinders on the rear frame carrying the tender; an exhaust pipe leading from the low pressure cylinders on the second frame and anl exhaust pipe leading from theloW pressure cylinders onV the rear.v

frame; an engneers cab at the front of the locomotive; aremans cab at the rear of the locomotive; and valve controlling mechanism in the cab at the forward end of the locomotive. y

6. The combination in a locomotive, of a series of frames; independent driving mechanism for each frame; a boiler extending over three of said frames and a tender located above the fourth frame; said boiler havingindependent steam spaces; alire box at one end of the boiler common to both steam spaces; a smoke box at the opposite end of the boiler; a stack; a fan for creating 'a draft through the boiler and 'communicating with the sta-ck; and a motor for fdriving `said. fan,the exhaust from the cylinders of the drivin mechanism being independent of the stac In testimony whereof,

name to this specification, in the vpresente l 

